Triple valve for air-brake apparatus



Sept. 28 1926. 1,601,588

s. G. NEAL ET AL TRIPLE VALVE FOR AIR BRAKE APPARATUS Filed Dec. 18, 1925, 4 Sheets-Sheet 2 Fewer/air Brake Qylfqder' Jen me 2/ 2 /9 /9 Sam (ca Emery 6/19 App/[0017021 Fesem oir INVENTORS ATTORNEYS Sept. 28 1926. 1,601,588

s. G. NEAL ET AL TRIPLE VALVE FOR AIR BRAKE APPARATUS .Filed Dec. 18, 1925 4 Sheets-Sheet 5 Q) ss 4Q 8 @E 9 n Bra/re Sept. 28 1926. 1,601,588

' s. G. NEAL ET AL TRIPLE VALVE FOR AIR BRAKE APPARATUS I Filed Dec. 18, 1925 4 Sheets-Sheet 4 Fees erro fr Jen ice Reserve/7' INVENTORS Mal Mam/15M? LdWardP Zion we wim ATTORNEYS Brake Patented Sept. 28 1926.

UNITED STATES PATENT OFFICE.

SPENCER G. NEAL, OF NEW YORK, WILLIAM ASTLE, OF BROOKLYN, NEW YORK, AND EDWARD P. WILSON, OF EAST ORANGE, NEW JERSEY, ASSIGNORS TO AUTOMATIC STRAIGHT AIR BRAKE COMPANY, OF WILMINGTON, DELAWARE, A CORPORATION OF DELAWARE.

TRIPLE VALVE FOR AIR-BRAKE APPARATUS.

Application filed December 18, 1925. Serial No. 78,218.

This invention relates to improvements in that type of triple valves which operate upon a reduction of brake pipe pressure to connect a service application reservoir to a control chamber to thereby build up in the control chamber a pressure equal to the desired brake cylinder pressure, said desired brake cylinder pressure being dependent upon and at a predetermined ratio to the pressure reduction in the brake pipe. The

pressure in the control chamber moves an application'valve to connect a supply reservoir to the brake cylinder. When the brake cylinder pressure has been built up to an equality with the pressure previously established in the control chamber the application valve will be closed.

The main object of this invention is to provide means whereby the control chamber pressure may be released in direct pro; portion to the increase in brakepipe pressure whereby a positive graduated release of brake cylinder pressure may be obtained.

Another object of the invention is to provide means subject tobrake pipe, emergency reservoir and control chamber pressures for regulating the release of control chamber pressure, whereby upon a predetermined increase in brake pipe pressure the control chamber pressurewill be reduced a predetermined amount, said reduction of. control chamber pressure being regulated by a release control valve which is subject to brake pipe pressure and control chamber pressure opposed to the pressure of an emergency ap:

plication reservoir. I

Features of invention shown in the drawings and described herein, but not claimed are claimed in our co-pendin application for patent, Serial No. @5317, filed July 22, 1925 for triple valves for air brake appara'tus.

In the drawings:

Fig. l is a diagrammatic view of a triple valve embodying the invention and showing the parts in normal release and reservoir charging position;

Fig. 2 a view similar to Fig. 1' showing.

the parts in service application position;

Fig. 3 a view similar to Fig. '1 showing the parts in emergency application position;

and-- Fig. 4: a view similar to Fig. 1 showing the parts in service lap position.

In order to simplify the description of the triple valve the various parts and the ports and passages will not be specifically described except in connection with thedescription of the various operations of the triple valve.

Charging the system.

Normal charging and normal release position. Fig. 1.When charging the system air passes from the brake pipe through passage 1 'to the main brake pipe chamber 2 in which is arranged the main operating piston 3. Connected to the chamber 2 is a main slide valve chamber't. Piston 3 carries apiston stem 5 which extends longitudinally through the valve chamber l and is suitably guided therein. Chamberet is separated from chamber 2 by the piston 3. The piston stem is operatively connected to a graduating valve 6 and to a main slide valve 7, the main slide valve moving over a seat formed on the lower wall of the valve chamber 4 and the graduating valve 0 erating on top of the main slide valve. here is a lost motion connection between the main slide valve and the piston stem and a direct positive connection between the graduating valve and the piston stem. The increase in pressure in chamber 2 forces the piston 3 inwardly and carries the main slide valve into engagement with a normal charging stop 12. This stop isjheld in its normal osition by a spring 8 which'yieldingly holds t e valve and the main piston 3 in normal charging position. When the main operating piston is in normal charging position chamber 2 is in communication with chamber 4 through a by-pass port 9 so that chamber 4 will be normally charged through said by-pass port. The by-pass 9 is' formed with two o en ' chamber 4. The main brake pipe chamber 2 is in direct open communication with air actuating chamber 14 through a passage 15 so that the actuating chamber will be charged directly from brake pipe and the main brake pipe chamber 2. The lower wall-of the actuating chamberis formed by i an actuating diaphragm 16.

The supply reservoir 0". from which air is supplied for brake operations, is charged from the main brake pipe chamber 2 through a passage 17, past a non-return check valve 17, around a spring-pressed check valve 18 and through-passage 19 which opens directly into the supply reservoir. The check valve 18 is normally held open as shown in Fig.

1 by a spring 20. The stem of the check valve is provided with a longitudinally extending restricted charging port 21 through which the supply reservoir will charged when the check valve 18 is seated and in restricted recharging position as Wlll be hereinafter described.- The supply reservoir 0 is in direct open communication with the application valve chamber 22 through passage 23 so that supply reservoir pressure will be registered in said chamber 22 above the application valve 24. A passa e 25 leads from the application valve cham er 22 directly into a brake cylinder pressure chamber 26. The valve 24 seats on the margin of the upper end of this passage and closes comunication between the supply reservoir and the brake cylinder pressure 7 chamber. A spring 27 normally holds the application, valve seated and said valve is provided with a'depending stem 28 WhlCl'l extends into the brake cylinder pressure chamber. The lower wall of the chamber '26 is formed by a horizontally arranged diaphragm 29, said diaphragm, for convenience, being termed the application diaphragm. The lower end of the stem 28 engages the upper surface of the application diaphragm so that the application'valve Wlll be moved in response to the movements of said diaphragm, except that when the diaphragm is in its lowermost position, as

shown in Fig. 1, there is a clearance to per-' mit the valve 24 to firmly seat. Below the -application diaphragm, and substantially parallel therewith, is arranged a release diahragm 30. Between these two diaphragms 1s formed a control chamber 31. In this chamber is arranged a perforated web 32 ways equalized and will be always brake cylinder pressure. The chamber 26 is connected to a brake cylinder by passage 33. The chamber 26 is formed with a brake cylinder exhaust port 34 directly' below the center ofl'the release diaphragm 30. The

release diaphragm carries a brake cylinder exhaust valve 35 adapted to close the upper end of the.port 34 and thereby close the brake cylinder exhaust. The control chamber 31 is connected by passage 36 to a port 37 in the main slide valve seat. The brake cylinder is connected by a passage 38. to an emergency port 39 in the main slide valve seat.

An emergency application reservoir b is connected to the service application reservoir a through a passage 40 in which is arranged a back-pressure check valve 41, said valve seating toward the reservoir a. The emergency application reservoir will be charged from the service application reser: voir and the check valve 41 will prevent air passing back from the emergency application reservoir to the service application reservoir. The reservoir 6 is connected by passage 42 to a port" 43 in the main slide valve seat. This port is closed in all positions of the main slide valve except the emergency osition, as will be hereinafter described. elow the actuating diaphragm 16 is arranged an equalizing diaphragm and below the diaphragm 80 is arranged an emergency diaphragm 81. Between the actuating diaphragm andthe equalizing diaphragm is formed a supplemental control chamber 82, said chamber being in direct communication with the control chamber 31 through passage-83, passage 84 and passage 36. Below the diaphragm 80 is a chamber 85 which is open to atmosphere at all times through port 86. Below the emergency diaphragm 81 is an emergency chamber 87 which is in open communication with the.

emergency application reservoir through passage 88 and passage 42 so that emer ency application reservoir pressure will a ways be registered in chamber 87. The equalizing diaphragm 80 is larger in area than the actuating daphragm, and the emergency diaphragm and the actuating diaphagm are of the same area.

Service application position (Fig. 2).

To obtain a service application of the brakes a service brake pipe reduction is made l (l I) in the usual manner through the engineers brake valve. This service reduction of brake pipe ressure 1s reg1stered directly in the main rake pipe chamber 2. The pressure in chamber 4 forces the piston 3 toward the left,

as viewed in the drawings, until it is stopped by the yielding spring-pressed plunger 47 which constitutes a service stop and arrests the piston and the valves connec ed therewith in service application position. This movement carries the piston 3 beyond the charging port 9, thereby preventing the flow of air from chamber 4 and reservoir (1 back to the brake pipe. The piston 3 carries with it the main slide valve 7 and the graduating valve 6. The movement of the graduating valve on the main slide valve brings a port 48 of the graduating valve into register with port 48 in the main slide valve and places said port in communication with the main valve chamber 4. The movement of the main slide valve places said application port 48 in register with port 37 which leads through passage 36 to the control chamber 31 and through passages 84 and 83 into the supplemental control chamber 82. Air will flow from chamber 4 ahd service application reservoir to the control chambers 31 and 82. Port 48 is so proportioned that the rate of pressure reduction in chamber 4 and in service application reservoir (1 is equal to the rate of pressure reduction in chamber 2 when a service brake pipe reduction is made. This equal rate of pressure drop, plus the resistance of the service spring when the piston is in engagement with the service stop 47, causes the piston and the main slide valve to stop at and remain in service position. When the pressure in chamber 4 drops slightly below that in chamber 2 the piston 3 will be moved inwardly or toward the right, as viewed in the drawings, bythe superior pressure in chamber 2 and will carry with it the graduating valve 6 to service lap position. In this position the graduating valve closes port 48 thereby preventing further flow of air from chamber 4.

The combined volume of chambers 31 and 82 is so proportioned to the volume of service application reservoir a and the Valvechamber 4 as to give the desired ratio betweenthe brake pipe reduction and the pressure in the control chamber 31. For example the volume of the various reservoirs and chambers may be so proportioned that a ten pound brake pipe pressure reduction will result in a build-up of a twenty-five pound ressurein the control chambers 31 and 82 liefore the graduating valve is moved to lap position. It will, of course, be understood that the ratio of pressure developed in the chambers 31 and 82 may be varied to any desired extent.

The pressure built up in the pressure control chamber 31 forces the release diaphragm 30 downwardly and seats the brake cylinder exhaust valve 35. This pressure build-up also forces upwardly the application diaphragm 29' and opens the application valve 24. When the application valve is opened supply reservoir air willflow from chamber 22 through passage 25 into the brake cylinder pressure chamber 26 and then through passage 26 into chamber 26 and to the without regard to the brake cylinder leaks.

A clearance is provided between the head 35 of the exhaust valve 35 and thesupport for the diaphragm 30, so that when the pressures are equalized upon the two sides of the diaphragm 30 said diaphragm may take a middle posit-ion without opening valve 35. The spring 35 and the pressure in chamber 26 hold the valve 35 to its seat and the diaphragm 30 in its middle position.

If the brake cylinder pressure be reduced by leakage the balance of pressures on the application diaphragm is destroyed and the undisturbed pressure in the control chamber 31 will move the application diaphragm to open the application valve 24. Air will again flow from the supply reservoir to the brake cylinder to supply the pressure lost by leakage. I

When the service reduction of brake ipe pressure is made in chamber 2 there is a. corresponding reduction of pressure in chamber 14 and the superior pressure in chamber 87 will then raise the actuating diaphragm 16 and move upwardly the release control valve connected thereto. (See Fig.

2.) The pressure in the supplemental control chamber 82 will, of course, be equal to 1 the pressure in the control chamber 31. The equalizing diaphragm 80 will be so proportioned to the actuating diaphragm that the downward force exerted thereon by the pressure in chamber 82 willbe just sufiicient with the assistance of the brake pipe pressure in chamber 14, to balance the upward force of the emergency reservoir pressure in chamber 87. Assuming that the control chambers are so proportioned to the service application reservoir and the main valve chamber 4 that upon a ten pound brake pipe reduction a twenty-five pound pressure will be built up in the control chambers, the equalizing diaphragm 80 must be so propor tioned with respect to the actuating diaphragm and the emergency diaphragm that a twenty-five pound pressure in chamber 82 plus the brake pipe pressure in chamber 14 will balance the upward force exerted by the emergency reservoir pressure in chamber 87. This will result in the diaphragm structure assuming a middle or neutral position, as shown in Fig. 4 and the release control valve will assume its normal or lap position. The

passage 60.

operation of the release control valve is hereinafter fully described in connection with the release operation.

N ormal release.

cavity beinginclined to form valve operating cams 50. A quick release valve 51 and a graduated release valve 52 are provided;

and these valves are arranged to be operated by the cams on the rod 49. These valves are normally held seated by springs 53 ar ranged in valve chambers 54 and 55. A quick release port 56 controlled by the quick release valve 51 and a graduated release port 57 controlled by the graduated release valve 52, lead to an atmospheric port 58. The quick release valve chamber 54 is connected to a port 59 in the main slide valve seat by The graduated release valve chamber is connected to a port 61 in the main slide valve seat by passage 62. The quick release passage is conected to a port 63 in the main slide valve seat by a branch passage 64.

The operating rod 49 is forced inwardly toward the left as viewed in Figs. 2 and 3 to force the quick release valve 51 to open position and to permit the graduated release valve 52 to close. The quick release chamber 54 is thereby placed in open communication with the atmospheric port 58. This is the position of the operating rod illustrated in Figs. 2 and 3 of the drawings.

For a quick release of the brakes after a service application, the release governing valve rod being in quick release position, the brake pipe pressure is increased a normal amount in the usual manner. The increase in brake pipe pressure will be registered in chamber 2 and will prevail over the pressure in chamber 4 and force the piston 3 and the main slide valve 7 to normal release posi-.

tion (see Fig. 1). The port 59 will be closed by the main slidevalve. Port 63 will be in register with release cavity 65 in the main slide, valve. Cavity 65 is also in communication with port 37, said port being in communication with the control chambers through passages 36 and 84. Port 63 is in communication with the quick release valve chamber 54 through passages 64 and 60. It

is clear, therefore, that the pressure in the control chambers 31 and 82 will be quickly released to atmosphere through the atmos pheric port 58. The reduction of pressure in chamber 31 will permit the brake cylinder pressure under the release diaphragm 30 to open the brake cylinder exhaust valve 35 so that brake cylinder pressure will be exthe control chambers.

hausted to atmosphere through the exhaust port 34.

The increase of brake pipe pressure in chamber 2 will result in a corresponding increase of pressure in the actuating chamber 14 and said increase of pressure will force the actuating diaphragm 16 downwardly. A lever 66 is pivotally connected to an upwardly extending central stem of the actuating diaphragm. This lever is pivoted at one end in the valve casing, its other end being pivotally connected to .a release control valve 67. actuating diaphragm results'in a downward movement of the release control valve. This valve is formed with a cavity 68 which in the lower position of said valve connects a port 69 with a port 70. Port 69 is connected by a passage 71 to the passage 84 leading to Port is connected by a passage 72 to a port 73 in the main slide valve seat. In the release position of the main slide valve port 73 opens into a cavity 74 in the main slide valve, said cavity placing port 73 in communication with port 61 of the passage 62 which leads to the graduated release valve chamber 55. In the quick release position of the rod 49 the graduated release valve 52 is closed and therefore the operation of the release control valve 67 is an idle operation in quick release operations.

The actuating diaphragm 16 will be lowered by the pressure in chamber 14 almost immediately upon an increase of pressure in chamber 2. The release control valve 67 will, therefore, immediately respond to an increase of pressure in chamber 2. The re sult of this will be that the release control valve will be moved downwardly to release position before the main slide valve starts toward release position. In the service position and service lap position of the main slide valve port 59 is in communication with port 73 through the cavity 74 in the main slide valve. It is therefore clear that control chamber pressure will be exhausted to atmosphere through the open quick release valve the instant the release control valve is in release position and before the main slide valve starts toward release position. This insures a quick release of brake cylinder pressure because the control chamber pressure will be partly released through the release control valve before the pressure has 'been sufficiently built up in chamber 2 to The downward movement of the I cylinder pressure even should the main slide placed in release position. The control valve stick in service lapposition. The rechamber will be connected through passages lease control valve assures a positive and 36, 84 and 71 to port 69, cavity 68 in the prompt release of the brakes, particularly release control valve, port 70, passage 72, toward the end of a long train where it is port 73, cavity 74 of the main slide valve, difficult to properly increase the brake pipe port 74*, cavity 89 of the graduating valve, pressure sufficiently to overcome the resistport 90 of the main slide valve, port 61, pasance of the main slide valve. The release sage 62 to the graduated release valve chamcontrol valve will move to release position on ber 55. The graduated release valve 52 is a slight increase in brake pipe pressure and open so that pressure may fiow from chamair will begin to exhaust from the control her 55 past valve 52 to the atmospheric port chamber before the brake pipe pressure has 58. WVith the release control valve in rebeen sufficiently increased to move the main lease position the control chamber pressure slide valve. This will result in a prompt will be exhausted to atmosphere immediately release of brake cylinder pressure even at and before the main and graduating valves the end ofa long train. have moved to release position. The in- When the system is fully charged and crease in brake pipe pressure will exert a there has been an equalization of pressures force upon piston 3 suflicient to move said in chambers 2 and 4 there will be a correpiston to the right to open the charging sponding equalization of pressures in chamgroove 9 and to move the main slide valve 7 bers 14 and 87 and the release control valve 'to connect port 73 to port 61. The move- 67 will be moved upwardly to lap position ment of the main slide valve to release posi- (see Fig. 4). At this time there wi 1 be no tion or to retarded release position, in gradupressure in chambers 31 and 82. ated release operations, does not vary the Thereservoirs will be normally charged rate of release because the rate of release in the normal release position of the parts, of control chamber pressure in graduated as hereinbeforedescribed. aelleasc operationsi is 1contnolled entirely by I e re ease contro va ve 6 Gmdmted 761661586" F Z9 and!" If the increase in brake pipe pressure in When operating the triple valve in graduchamber 2 is at a very slow rate so that leakated release the release governing valve rod age past piston 3 will cause the pressure in 49 is moved to the right, as viewed in the chamber 4 to remain approximately equal drawings and as shown in Figs. 1 and 4. to the pressure in chamber 2, or if the slide This results in the closure of the quick revalve 7 offers undue resistance to movement lease valve 51 and the opening of the gradufrom service position the control chamber ated release valve 52. pressure may be wholly released through To efiecta release of brake cylinder presthe release control valve with the main slide sure after a service application, when opervalve and the graduating valve in service lap ating in graduated release, the brake pipe position. pressure is increased in the usual manner. To effect a partial release of the brake If it is desired to eflect a full release of thecylinder pressure the brake pipe pressure is brake cylinder pressure the brake pipe presincreased the desired amount less than the sure is raised to normal running pressure. normal running pressure. The result of in- If a partial release of the brakes is desired creasing brake pipe pressure will be to inthe brake pipe pressure is only partiallvrecrease the pressure in chamber 4 through the stored. Assuming that a full release of the charging ports and to increase the pressure brake cylinder pressure is desired the brake in the actuating chamber 14. This increase pipe pressure is increased in the usual manin pressure in chamber 14 will move the dianer and the piston 3 and the main slide valve phragm 16 downwardly thereby placing the will be moved to normal release position, or release control valve in release position. The to retarded release position, depending upon pressure in the emergency reservoir 1) is at the increase of brake pipe pressure. In the ,all times registered in chamber 87 below the service lap position of the main and gra'duatemergency diaphragm 81 and the control ing valves the cavity 74 places the port 59 in chamber 31 is at all times in direct and open communication with port 73. Cavity 74 is in communication with the supplemental concommunication through a branch port 74 trol chamber 82.' With the release control with a cavity 89 in the graduating valve and valve in release position air from chambers said cavity 89 is in register with a port 90 in 82 and 31 will be exhausted to atmosphere.

the main slide valve. Port 90 is in register The release control valve will remain in re s with port 61 which leadsto the graduated lease position until the pressure in chamber release valve chamber 55. The increase in 82 has been reduced to a point where the unbrake pipe pressure in chamber 2 is practidisturbed emergency reservoir pressure in cally instantly registered in the actuating chamber 87 will overcome the increased chamber 14 and the actuating diaphragm is brake pipe pressure in chamber 14 and the lowered and' the release control valve is pressure, remaining in chamber 82 and the cylinder will reduced in steps or graduated oil.

' held control valve 67 will be moved upwardly to lap position. In lap position ports 69 and 70 are closed. The brake cylinder pressure in chamber 26 will lift the release diaphragm 30 and open the .brake cylinder exhaust valve 35. Whenthe' brake cylinder pressure has been exhausted to a point slightly below the remaining pressure in the control chamber the exhaust valve 35 will be closed by the superior pressure in the control chamber. The release of control chamber pressure is controlled through the operation of the release control valve. A partial restoration of the brake pipe pressure will.

result in a partial release of pressure from the control chamber and the control valve is operated by brake pipe pressure and control chamber pressure opposed to the emergency reservoir pressure. The amount of brake cylinder ressure retained in the brake epend upon the increase in brake pipe pressure in chamber'l l. When the brake pipe pressure is fully restored in chamber '14 the release control valve will be 'n its release position until the chambers {l1 and 82 have been reduced to atmospheric pressure and this will result in a complete release of brake cylinder pressure. By increasing the brake pipe pressure in steps the brake cylinder pressure ma be t is therefore manifest that by increasing or decreasing the brake pipe pressure the brake cylinder pressure may be correspondingly decreased or increased as desired. en the pressure in chambers 4 and 14 has been fully restored to original running pressure the control chamber 31 will be wholly exhausted and at the same time the pressure In the brake cylinder chambers 26 and 26 will be reduced to atmospheric pressure.

Emergency application. Fig. 3.

For an emergency application of the brakes an emergency reduction in brake pipe pressure is made in the usual manner. The rapid reduction in pressure is registered in chamber 2. The pressure in chamber 4 cannot be reduced at an equal rate through ports 89 and 48 with the result that the piston 3 will be moved to its extreme osition toward the left, as viewed in the' rawings, comtained by increasing the brake pipe pres-' sure in chamber 2 so as to move the piston 3 and the main and supplemental slide valves to release position. When the main slide valve is in release position the release of brake cylinder pressure and the recharging of the various reservoirs takes place as hereinbefore described] Whatwe claim is: 1. In a fluid pressure brake the combination with a brake pipe, a1 supply-reservoir, an emergency application reservoir and a brake cylinder chamber, of an application valve controlling communication between the supply reservoir and the brake cylinder chamber, a control chamber, means adapted to be moved by the opposed pressures of the control chamber and the brake cylinder chamber for opening and closing said application valve, a brake cylinder exhaust valve,

' means adapted to be moved by the opposed pressures of the control chamber and the brake cylinder chamber for opening and closing said exhaust valve, means operated by a reduction of brake pipe pressure to establish in the said control chamber a pressure equal to the desired brake cylinder pressure said established pressure moving the application valve to open position, and means subject to brake pipe and control chamber pressures opposed to the pressure in the emergency application reservoir and operating upon an increase in brake pipe pressure to exhaust air from said control chamber.

2. In a fluid pressure brake the combination with a brake pipe,- a supply reservoir,

an emergency application reservoir and a brake cylinder chamber, of an application valve controlling communication between the supply reservoir and the brake cylinder chamber, a control chamber, means adapted to be moved b the opposed pressures of the control cham er and the brake cylinder chamber for opening and closing said application valve, a brake cylinder exhaust valve, means adapted to be moved by the opposed pressures of the control chamber and the brake cylinder chamber for opening and closing said exhaust valve. means operated by a reduction of brakepipe pressure to establish in the said control chamber a pressure equal to the desired brake cylinder pres-- sure said. established pressure moving the application valve to open position, and means subject to brake pipe and control chamber pressures opposed to the pressure of the emergency application reservoir and operating'upon an increase in brake pipe pressure to exhaust air .from said control chamber at a predetermined ratio to the in crease in brake pipe pressure. 3. In a fluid pressure brake the combination with a brake pipe, a supply reservoir, an

to be moved b the opposed emergency application reservoir and a brake cylinder chamber, of an application valve controllmg communication between thesupply reservoir and the brake cylinder chamber, a control chamber, means adapted to be moved by the opposed'pressures of the control chamber and the brake cylinder chamber for opening and closing said application valve, a brake cylinder exhaust valve, means adapted to be moved by the opposed pressures of the control chamber and the brake cylinder chamber for opening and closing said exhaust valve, means operated by a reduction of brake pipe pressure to establish in the said control chamber a pressure at a predetermined ratio to the reduction in brake pipe pressure said established pressure moving the application valve to open position, and means subject to brake pipe and control chamber pressures opposed to the pressure in the emergency application reservoir, and operating upon an increase in brake pipe pressure to exhaust air from said control chamber at a predetermined ratio to the increase in brake pipe pressure.

4. In a fluid pressure brake the combination with a brake pipe, a supply reservoir, and a brake cylinder chamber, of an application valve controlling communication between the supply reservoir and the brake cylinder chamber, a control chamber, means adapted to be moved by the opposed pressures of the control chamber and the brake cylinder chamber for opening and closing said application valve, means operated by a reduction of brake pipe pressure to establish in the said control chamber a pressure at a predetermined ratio to the reduction in brake pipe pressure said established pressure moving the application valve to open position, and means operating upon an increase in brake pi e pressure to exhaust air from said contro chamber at a predeterminated ratio to the increase in brake pipe pressure.

5. In a fluid pressure brake the combination with a brake pipe, a supply reservoir, an emergency application reservoir and abrake cylinder chamber, of an application valve controlling communication between the supply reservoir and the brake cylinder chamber, a control chamber, means adapted ressures of the control cham er and the brake cylinder chamber, for opening and closing said application valve, means operated by a reduction of brake pipe pressure to establish in the said control chamber a pressure at a predetermined ratio to the reduction in brake pipe pressure said established pres sure moving the application valve to open position, and means subject to brake pipe and control chamber pressures opposed to the pressure in the emergency application reservoir and operating upon an increase in brake pipe pressure to exhaust air from said control chamber at a predetermined ratio to the increase in brake pipe pressure.

6 A-fiuid pressure brake comprising a main slide valve and a graduating slide valve movable to service application position upon a reduction of brake pipe pres-sure and movable tov release position upon an increase of brake pipe pressure, a release control valve movable to release position upon an increase of brake pipe pressure, and means whereby the release control valve in release position will permit the brake cyllnder pressure to exhaust while the main slide valve and the graduating valve are in service lap position.

7. A fluid pressure brake comprising a main slide valve and a graduating slide valve movable to service application position upon a reduction of brake pipe pressure and-movable to release position upon an increase of brake pipe pressure, a release control valve movable to release position upon an increase of brake pipe pressure, a manually operable graduated release valve, and means whereby the release control valve in release position will co-operate with the graduated release valve when the main slide valve and the graduating valve are in service lap position.

8. A fluid pressure brake comprising a main slide valve and a graduating slide valve movable to service application position upon a reduction of brake pipe pressure and movable to release position upon an increase of brake pipe pressure, a release control valve movable to release position upon an increase of brake pipe pressure, a manually operable graduated release valve, means whereby-the release'control valve in release position will co-operate with the graduated release valve when the main slide valve and the graduating valve are in service lap osition, and means whereby the main sli e valve in release position will cooperate with the-graduated release valve and with the release control valve when the said control valve is in release. position.

9. In a fluid pressure brake the combination with a brake pipe, a supply reservoir, an emergency application reservoir and a brake cylinder chamber, of an application "alve controlling communication between the supply reservoir and the brake cylinder chamber, a control chamber, means adapted to be moved by the opposed pressures of the control chamber and the brake cylinder chamber for opening and closing sai application valve, means operated by a reduction of brake pipe pressure to establish in the said control chamber a pressure at a predetermined ratio to the reduction in brake pipe pressure said established pressure moving the application valve to open position,.a release control valve, an actuating diaphragm, an equalizing diaphragm larger in area than the actuating diaphragm, an emergency diaphragm, the actuating diaphragm forming one wall of an actuating chamber, a supplemental control chamber between the actuating diaphragm and the equalizing diaphragm, the emergency diaphragm forming one wall of an emergency chamber, means connecting the actuating chamber to the brake pipe, means connecting the supplemental control chamber to the control chamber, means connecting the emergency reservoir chamber to the emergency application reservoir, and means connecting the release control valve to the actuating diaphragm whereby said valve will be subject to brake pipe pressure and control chamber pressure opposed to the emergency reservoir pressure, and will operate upon an increase in brake pipe pressure to exhaust air from the control chamber at a predetermined ratio to the increase in brake pipe pressure.

10. A fluid pressure brake comprising a brake pipe, a supply reservoir, an emergency application reservoir, a brake cylinder cham ber, a main slide valve, a graduating valve, an application valve controlling communication between the supply reservoir and the brake cylinder chamber, a control chamber, means adapted to be moved by the opposed pressures of the control chamber and the brake cylinder chamber for opening and closing said application valve, a release control valve subject to brake pipe and control chamber pressures opposed to the pressure in the emergency application reservoir, a manually operable quick release valve, a manually operable graduated release valve, means whereby the release control valve will co-operate with the main and graduating valves in connecting the control chamber to the graduated release valve, means whereby the release control valve will co-operate with the main slide valve in connecting the control chamber to the quick release valve, and

means whereby the main slide valve in release position will connect the control chamber to the quick release valve independently of the release control valve.

11. In a fluid pressure brake the combination with a brake pipe, a supply reservoir, a brake cylinder chamber, and a source of pressure substantially constant during servthe desired brake cylinder pressure said established pressure moving the application valve to open position, and means subject to brake pipe and control chamber pressures opposed to the said substantially constant pressure and operating upon an-increase in brake pipe pressure to exhaust air from said control chamber.

12. In a fluid pressure brake the combination with a brake pipe, a supply reservoir, a brake cylinder chamber, and a source of pressure substantially constant during service braking operations, of an application valve controlling communication between the supply reservoir and the brake cylinder chamber, a control chamber, means adapted to be moved by the opposed pressures of the control chamber and the brake cylinder chamber for opening and closing said application valve, a brake cylinder exhaust valve, means adapted to be moved by opposed pressures of the control chamber and the brake cylinder chamber for opening and closing said exhaust valve, means operated by a reduction of brake pipe pressure to establish in said control chamber a pressure equal to the desired brake cylinder pressure said established pressure moving the application valve to open position, and means subject to brake pipe and control chamber pressuresopposed to the said substantially constant pressure and operating upon an increase in brake pipe pressure to exhaust air from said control chamber at a predetermined ratio to the increase in brake pipe pressure. I

In testimony whereof we hereunto afiix our signatures.

SPENCER G. NEAL. WILLIAM ASTLE. EDWARD P. \VILSON. 

